a picture before dropping it off at the dyno so I grabbed this one from
the Cleveland Wiki
Scott's intake manifold looks much like a Ford cast iron DOAE-9424-L dual
plane but is cast in aluminum, slightly taller (around 10 mm or a bit more
than 3/8") with smaller ports that are sized like a CHI 3V. Luckily the
intake was also designed to fit a 4V iron heads so also fits the A3 high
port heads. Like the over-the-counter version of the Boss 351 intake,
it has two oval holes in the carb flange instead of the four circular holes
of the iron Ford intake. The one tested is one of Scott's first generation
intakes and he has since redesigned it to work better on larger displacement
engines with good flowing heads. Given that it's the earlier design, both
Dave and I thought it might be out of its element on my 403C but it surprised
us. The dyno fuel log wouldn't clear without a spacer so it was run with
a couple of different 1" spacers, making the best HP with HVH 4 hole spacer
registering 569 HP @ 6350 RPM and 511 ft-lbs @ 4750 RPM. Switching to a
1" open spacer, increase peak torque to 514 ft-lbs @ 4700 RPM but HP wasn't
quite as good. Pop the mufflers off (or use the larger 3" inlet/outlet Magnaflows)
and it might make 575 HP with a street hydraulic roller.
Paint the A3 heads and Cook intake Ford blue and no one would know it's not a
stocker. In fact, that set up would fit under the hood of my 1966 Mustang
fastback but would require notching the shock towers for high port header
clearance. The 225/60/15 tires would not be happy :-)
Intakes to follow include a Roush B351 and CHI 3V single planes. On an earlier
test on the 351C dyno mule with CHI-3V heads, the very tall CHI intake picked up
20 HP over the low profile Cook dual plane. Will the trend continue?
Dan Jones